Guidelines and Design Specifications For Crash Barriers ... - uttipec

DELHI DEVELOPMENT AUTHORITY 

UNIFIED TRAFFIC AND TRANSPORTATION INFRASTRUCTURE (PLG & ENGG) CENTRE 

( U T T I P E C ) 

Guidelines and Design Specifications 

For 

Crash Barriers, Pedestrian Railings and Dividers 

2 nd Floor, VIKAS MINAR, NEW DELHI. Telefax: 23379042 

Email: uttipecwg.ia@gmail.com

UTTIPEC 

CONTENTS 

1. Introduction 4 

2. Guiding Principles 4 

3. Crash Barrier 4 

4. Pedestrian Railings/ Guard-rails 10 

5. Dividers 16 

6. Concluding Recommendations 20 

Members of Working Group I-B 21 

Members of the Sub-Group 21 

Acknowledgements 21 

References 22 

Draft Guidelines and Specifications for Crash Barriers, Pedestrian Railings and Dividers 

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LIST OF FIGURES 

Fig 1: Barrier Placement 6 

Fig 2: Typical Detail of thrie beam section 6 

Fig 3: Barrier cast-in-situ design 7 


Fig 5: A typical layout of four arm channelised intersection with zebra crossing and railing barrier. 

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Fig 6: Typical RCC pedestrian ‘Guardrail’ 12 

Fig 7: Typical RCC pedestrian ‘Guardrail’ 13 

Fig 8: Steel Guardrails 13 

Fig 9: Concrete Screening 13 

Fig 10: Steel Barriers, Railing & Fencing 14 

Fig 11: Steel Barriers, Railing & Fencing 14 

Fig 12: Existing MS Railing at Lodhi Road 15 

Fig 13: Existing MS Railing at Aurobindo Marg 15 

Fig 14: Parabolic Divider 16 


Fig 16: Kerb Stone with railing in between 17 

Fig 17: Type design for reflective traffic cone 18 

Fig 18: High density traffic 18 

Fig 19: Water filled Jerry can 18 

Fig 20: Typical design of a movable central divider 19 


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1. Introduction 

With an exponential growth of vehicular traffic, the pedestrians in the city are often exposed 

to accidents and are marginalized in the mobility network. The pedestrians are invariably 

channelised on the narrow footpaths which sometimes are encroached. They are expected to use 

the pedestrian underpasses or foot-over bridges to cross the high volume traffic roads. With the 

increasing flyovers and speeds, the frequency of accidents involving the pedestrians has 

increased. 

With the objective to ensure the entitlements of the pedestrians in terms of mobility, safety 

and convenience, slow and fast vehicular traffic crash barriers, dividers and pedestrian’s railings 

on the central verge are provided, together with Foot Over Bridges (FOB), sub-ways etc. Many 

times the FOB’s and sub-ways are underused as they cause inconvenience and insecurity to the 

users. As a result, the pedestrians are seen jaywalking and climbing over the barriers and railings 

in order to cross the high intensity, high speed roads and flyovers. As such, it is necessary to 

provide wide and safer pedestrian corridors. In the areas/ roads with high pedestrian traffic, it may 

be necessary to provide pedestrian corridors at grade while the motorised vehicles move up and 

down. 

This may be possible by raising the carriageway of the road by about 2.4 meters, so that 

pedestrians keep moving freely at the ground level for crossing the roads. Such facility should be 

provided in front of the Railway Stations, Metro Stations, ISBT, Exhibition Ground, large 

commercial center and office complexes (such as ITO, RK Puram, Central Secretariat, etc.) 

2. Guiding Principles 

2.1 To ensure and safeguard pedestrian Right of Way, safety and accessibility, including 

wheelchairs. 

2.2 To ensure vehicle and driver’s safety 

2.3 To promote segregated traffic movement for various types of traffic and categories of vehicles 

2.4 To offer the flexibility for adjustment of central verge/ barrier/ railing according to directional 

volume of traffic. 

2.5 To synchronise design with the road users/ pedestrians behavior and needs 

2.6 To evolve design with sensitivity to the aspects of aesthetics, sight lines, streetscape, lighting 

and heritage. 

2.7 To consider the cost/ economy factors 

2.8 Ease of maintenance 

3. Crash Barrier 

3.1 Definition 

Crash barriers are designed to withstand the impact of vehicles of certain weights at certain 

angle while traveling at the specified speed. They are expected to guide the vehicle back on the 

road while keeping the level of damage to vehicle as well as to the barriers within acceptable 

limits. 

Ideally a crash barrier should present a continuous smooth face to an impacting vehicle, so 

that the vehicle is redirected, without overturning, to a course that is nearly parallel to the barrier 

face and with a lateral deceleration, which is tolerable to the motorist. To achieve these aims the 

vehicle must be redirected without rotation about both its horizontal or vertical axis (that is, 

without ‘spinning out’ or overturning), and the rate of lateral deceleration must be such as to 

cause the minimum risk of injury to he passengers. 


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3.2 Objectives 

i. Reducing the likelihood of a vehicle crossing the central reserve and reaching the opposite 

carriageway. 

ii. Minimising the damage to a barrier and vehicle, following vehicle strike and also reducing the 

risk to the workforce and work related congestion. 

iii. Being maintenance-free and having a life of 25 to 50 years. 

3.3 Types of Crash Barriers 

In view of the above factors, various options should be considered in evolving the need, 

location and design of the crash barriers, central railings and dividers. 

i. No provision, vehicular carriageway raised for pedestrian walkway at grade. 

ii. 15 cm to 25 cm high curb stone. 

iii. Flexible/ removable/ sinking divider or railing. 

iv. Water filled plastic jerry can safety barrier. 

v. Reinforced Glass/ Plastic/ Rubber railing. 

vi. Jersey Barriers (concrete) and its variations (constant slope, F shape, Jali, etc). 

vii. Steel concrete barriers, Railings, Fencing etc. 

viii. Hybrid combining two or more options 

According to IRC, following are the categories of crash barriers: 

Category Application Containment for 

P-1: Normal Containment Bridges carrying expressway, 15 kN vehicle at 110 km/h, 

or equivalent 

and 20 degree angle of impact 

P-2: Low Containment All other bridges except bridge 15 kN vehicle at 80 km/h, and 

over railways 

20 degree angle of impact 

P-3: High Containment At hazardous and high risk 30 kN vehicle at 60 km/h, and 

locations, over busy railway 

lines, complex interchanges, 

etc. 

20 degree angle of impact 

According to the IRC (6-2000) the crash barriers shall be provided at the following locations: 

i. For bridges without foot paths, concrete crash barriers shall be provided at the edge of 

the carriageway. 

ii. The type design for the crash barriers may be adopted as per IRC:5. The design 

loading for the barriers shall be as per Clause 209.7 of IRC:6. 

iii. For bridges with foot paths, pedestrian railing shall be provided on the outer side of 

footpath. 

iv. The railings of existing bridges shall be replaced by crash barriers, where specified in 

Schedule-B of the Concession Agreement. 

v. Parapets/ Railings of the existing bridges/ culverts to be repaired/ replaced shall be 

specified in Schedule-B of the Concession Agreement. 

In the urban environment traffic barriers are needed on urban motorways and primary 

distributors, where speeds are high and dangerous. 

Traffic barriers should be erected on both sides of roads on embankments 6m high or more 

and on the outer edge of the roads where the radius is 850m or less and the embankment height 

3m or more. 


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Barriers may also be needed on an embankment where there is road, railway or river at the 

foot, on bridges with lightly built parapets or to protect bridge piers or other obstruction on the 

central reserve or verges. 

This is recommended on embankment, ramps to flyovers and interchanges and high speed 

corridors in open area. (Not recommended for highly built up area with pedestrian and cycle 

traffic). (Fig 1) 

End Treatment: It is important to provide suitable and treatment for such type of barrier in view 

of safety. The ends of this barrier must either be embedded into ground by tapering down or 

these must be embedded into the rigid parapet wall of a culvert or specially prepared rigid 

parapet fir the purpose of imbedding. 

Fig 1: Barrier Placement 

Source: IRC: SP: 73-2007 

Fig 2: Typical Detail of thrie beam section 



Crash barriers can be rigid type, using cast-in-situ precast reinforced concrete panels, or of 

flexible type constructed using metallic cold-rolled and/ or hot-rolled sections, the metallic type, 

called semi-rigid type, suffer large dynamic deflection of the order of 0.9 to 1.2m, or on impact, 

whereas, the 'rigid' concrete type suffer comparatively negligible deflection (Fig 3). The efficacy 

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of the two types of barriers is established on the basis of full size tests carried out by the 

laboratories specializing in such testing. Due to the complexities of the structural action the value 

of impact force cannot be quantified. 

Fig 3: Barrier cast-in-situ design 


A certificate from such laboratory can be the only basis of acceptance of the semi-rigid type, 

in which case all the design details and construction details tested by the laboratory are to be 

followed in to without modifications, and without changing relative strengths and positions of any 

of the connections and elements. 

For rigid barrier, at the end compulsory left out and right out signage be placed as per IRC 

67:2001. The end of these rigid barriers may be treated with retro reflective tape or paint for night 

visibility and distant visibility. 


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3.4 Crash Barriers need to be provided at the following locations: 

Crash/ Safety barrier of rigid, flexible or semi rigid type, in accordance with MOSRT&H 

guidelines/ circular shall be provided at following locations: 

i. Where height of embankment is 3m or more, 

ii. Where height of embankment is retained by a retaining structure, 

iii. Between main carriageway and cycle track (if any) in bridges. 

iv. At hazardous location identified through safety audit or at the edge of the flyovers/ bridges. 

3.5 Design Requirements 

According to IRC 6-2000, the below table states the minimum requirement for design of the crash 

barriers: 

Item Requirement 

Parapet Type 

P1 In-situ/ P2 In-situ/ P3 In-situ 

Precast Precast 

1 Shape Shape on traffic side to be as per IRC:5, or New Jersey 

(NJ) Type of 'F' Shape designated thus by AASTHO 

2 Minimum grade of concrete M-40 M-40 M-40 

3 Minimum thickness of RCC 

wall (at top) 

175 mm 175 mm 250 mm 


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4 Minimum moment of 

resistance at base of the wall 

[see note (i)] for bending in 

vertical plane with 

reinforcement adjacent to the 

traffic face [see note (ii)]. 


resistance for bending in 

horizontal plane with 

reinforcement adjacent to 

outer face [see note (ii)]. 


resistance of anchorage at 

the base of a pre-cast 

reinforced concrete panel. 

15 kNm/m 7.5 kNm/m 100 kNm/m for 

end section and 

75 kNm/m for 

7.5 kNm/m 3.75 kNm/m 

intermediate 

section [see note 

(iii)] 

40 kNm/m 

22.5 kNm/m 11.25 kNm/m Not Applicable 

7 Minimum transverse shear 

resistance at vertical joints 

between precast panels or at 

vertical joints made between 

lengths or in-situ parapet. 

44 kNm/m 22.5 kNm/m Not Applicable 

8 Minimum height 900 mm 900 mm 1550 mm 

Source: IRC 6-2000 

Notes: 

i. The base of wall refers to horizontal sections of the parapet within 300 mm above the 

adjoining paved surface level. The minimum moments of resistance shall reduce linearly 

from the base of wall value to zero at top of the parapet. 

ii. In addition to the main reinforcement, in items 4 and 5 above, distribution steel equal to 

50 per cent of the main reinforcement shall be provided in the respective faces. 

iii. For design purpose the parapet Type P3 shall be divided into end sections extending a 

distance not greater than 3.0 m from ends of the parapet and intermediate sections 

extending along remainder of the parapet. 

iv. If concrete barrier is used as a median divider, the steel is required to be placed on the 

both sides. 

v. In case of P3, In-situ type, a minimum horizontal transverse shear resistance of 135 

kNm/m shall be provided. 


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4. Pedestrian Railings/ Guard-rails 

4.1 Pedestrian Railing between Footpath and Carriageway/ Central Verge 

Where considerable pedestrian traffic is expected, railing in the median of the road and 

reinforced concrete crash barrier is provided separating the vehicular and pedestrian traffic. For 

rigid railing, the strength should be equivalent to that of rigid RCC type. For areas of low intensity 

of pedestrian traffic, semi-rigid type of railings, such as concrete, steel, etc. can be adopted. 


Pedestrian guard-rails in the vicinity of zebra crossing should be of sufficient length to deter 

pedestrians from crossing the road at any arbitrary point along the road. Night time visibility of 

zebra crossing is of vital importance and this can be achieved through proper lighting of the 

intersection area. 

4.3 Location 

Use of pedestrian guard-rails could be considered under the following situations: 

i. Hazardous locations on straight stretches 

In particularly busy reaches where the road is congested and vehicles move at a fast pace, 

guard-rails should be provided on both sides of the carriageway so as to segregate and 

channelise the pedestrians to the planned walking and crossing facilities. 

ii. Schools 

Provision of guard-rails near schools where children would other-wise run straight into the 

road is essential. If there is a pedestrian crossing or a school crossing patrol nearby, the 

guard-rails must be extended up to sufficient length (150 M) in either side of road. 

iii. Bus Stations/stops, Metro Railway Stations, etc. 

Provision of guard-rails along side-walks with suitable pedestrian crossing facility at bus 

stops, railway stations and other areas of heavy pedestrian activity such as cinema houses, 

stadiums, etc. are recommended for guiding pedestrian’s movement and enhancing safety in 

such areas. 

iv. At Junctions/Intersections 

Railing barriers should be provided to prevent people from crossing the junctions diagonally 

at signalised/ unsignalised intersections. The barrier must open only at planned crossing 

facility (at the zebra crossing). It is recommended to put blinkers before the zebra crossing 

which should be made mandatory. At both signalised and unsignalised junctions the railing 

barrier should be provided for sufficient length to guide the pedestrians to the nearest 

planned pedestrian crossing. Pedestrian guard-rails in the vicinity of zebra should be of 

sufficient length to deter pedestrians from crossing the road at any arbitrary point along the 

road. (Fig 5) 


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Fig 5: A typical layout of four arm channelised intersection with zebra crossing and railing barrier. 

Source: IRC: 103-1988 

As the guard-rails would confine the movement of pedestrians to the footpath, it is obligatory that 

sufficient width of footpath be made available for the use of pedestrians. 

v. Overpass Subway, etc. 

Guard-rails may be necessary at these locations in order to guide and compel the pedestrians to 

use the facilities provided for them. 

vi. Central verges/ Footpaths 

Where there is a central verge or a median with frequent pedestrian crossing to either side, 

guard-rails can be erected within it to deter the pedestrians from attempting a crossing. 

Where considerable pedestrian traffic is expected, railing between the footpath and carriageway 

and / or on the median of the road is provided separating the vehicular and pedestrian traffic. 

4.4 Design Requirements and Options 

As the guard-rails would confine the movement of pedestrians to the footpath, it is obligatory 

that sufficient width of footpath be made available for the use of pedestrians. Railing should not 

be placed in case the width of side walk is less than 1.2 M. 

The design of railings/ guard rails should be consistent for a particular corridor/ area. It should 

be as far as possible uniform and relate with the boundary walls, urban character and street 

furniture. The design of guard-rails should be neat, simple in appearance and, as far as possible, 

vandal proof. Two aspects which need special consideration are the height of hand-rail and the 

obstruction to visibility. The height should be sufficient so as to deter people from climbing over 

it. The visibility of the approaching vehicles by the pedestrians as well as the visibility of the 

pedestrians by the drivers of the approaching vehicles should be adequate. The railings should 

not, therefore, have any thick horizontal member, other than the baluster to achieve the desired 


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objective. The guard-rails should be of sturdy but slender design. A tapered and thick base/ 

ends to support the railing will prevent the pedestrians to climb over the railing to cross the road. 

Pedestrian guard-rails in reinforced cement concrete have also been found to be generally 

suitable in urban situations. Iron tubes, steel channeled sections and pipes may also be adopted 

so as to fit in with the environment or for better aesthetics. These can, however, be costly and 

may also need higher level of maintenance. Long lengths of guard rails give any environment an 

undue effect of severe confinement and regimentation. 

When pedestrian and vehicle separation is desirable, thought should be given to possible 

alternatives rather than specifying guard rails as a matter of course. Continuous central refuges, 

small aqueducts, planters, bollards, trees, are all ways in which pedestrians can be screened 

from vehicles, and are infinitely preferable to the usual guard rails which seem to be springing up 

everywhere. If there is absolutely no alternative, guard rails should be erected at points of 

particular danger to pedestrians. The height of the pedestrian railing and divider should be such 

that it is a deterrent for pedestrian to climb over and jaywalking. The dividers/ central verge 

should be so designed to make it impossible for the pedestrians to walk over it. 

Occasionally, gaps in guard-rails may have to be provided to accommodate trees, pillar 

boxes, sign posts, electrical control boxes etc. located near the side-walk. However, these 

should be suitably designed to prevent pedestrians or little children from squeezing through to 

cross the carriageway. Preferably, the guard-rails should be set back from edge of the 

carriageway by at least 150 mm. 

Central dividers on wide roads ensure that vehicles confine their movements only to the 

correct carriageway, thus avoiding any conflict with traffic from the opposite direction. The rails 

over central dividers can be provided to ensure that pedestrians do not cross erratically or spill 

over the carriageway. 

Fig 6: Typical RCC pedestrian ‘Guardrail’ 



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It is recommended the length of the railing barrier should not be more than 200 M. The minimum 

length of railing barrier should be 50 M. RCC pedestrian guard-rails may be used in thickly 

populated area of Trans Yamuna and outer areas of Delhi, whereas mild steel/ steel railing/ 

fencing of “Tubular Section” may be used as guard-rails for pedestrians in busy commercial and 

institutional area (MCD area) to suit with the aesthetics and urban environment of the area. 

Fig 7: Typical RCC pedestrian ‘Guardrail’ 


Fig 8: Steel Guardrails 

Source: GLC 


Fig 9: Concrete Screening 

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Fig 10: Steel Barriers, Railing & Fencing 

Source: GLC 

Fig 11: Steel Barriers, Railing & Fencing 


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Fig 12: Existing MS Railing at Lodhi Road 

Fig 13: Existing MS Railing at Aurobindo Marg 


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5. Dividers 

5.1 Dividers 

Dividers are usually provided to earmark the segregated movement of a particular type/ 

category of traffic, such as, segregating through carriage way from a service road for local traffic, 

segregating light and heavy traffic, segregating through traffic from turning traffic and dedicated 

BRT corridor and corridors for non-motorised transport (cycles, rickshaws etc.). The dividers can 

be within form of low height central verge, curb, railing, etc. which can be either permanent (steel, 

concrete etc) or flexible/ movable, shiftable such as rubberised cones, precast curbs and 

electrically/ mechanically operated shiftable divider railings. 


Central dividers on wide roads ensure that vehicles confine their movements only to the 

correct carriageway, thus avoiding any conflict with traffic from the opposite direction. The rails 

over central dividers can be provided to ensure that pedestrians do not cross erratically or spill 

over the carriageway. 

5.3 Types of Dividers 

5.3.1 Central Verge/ Concrete Curb/ Parabolic Divider 

Usually wide central verge are provided as dividers within right of way. This encourages 

unrestricted and dangerous movement and crossing of pedestrians particularly in built up area/ 

markets. This also restrict the effective carriage way. 

In certain areas where wide space is not available for central verge, narrow concrete curb are 

useful and may be provided. The concrete curb is usually in the shape of parabolic divider. 

Parabolic dividers and flower-beds which have a height of nearly 1 meter ensure pedestrian 

discipline. As the railings in the middle of roads are very vulnerable to accidents, parabolic 

dividers and flower-beds serve the same purpose more efficiently, besides improving the 

environment. A typical parabolic divider is shown in the Fig. 19. Traffic cones can be used for 

temporary segregation of traffic. 

Fig 14: Parabolic Divider 

Source: IRC 


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5.3.2 Dividers with Railing over concrete curb 

With view to discourage the pedestrians from jaywalking and crossing the central verge, 

railings are provided over a narrow concrete curb. The height and width of the concrete curb is 

kept which does not allow pedestrians to walk and climb the railing. This also saves the valuable 

carriage way space. 

Fig 16: Kerb Stone with railing in between 

5.3.3 Temporary arrangements such as Plastic/ Fibre cones, etc. 

It is often witnessed as that in Delhi to cope up with segregated movement of traffic various 

temporary arrangements are put up such as plastic/ fibre cones, steel panels, plastic jerry canes, 


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etc. as traffic dividers. These offer a temporary solution, which need to be considered together 

with pedestrian safety, infrastructure proper arrangement and aesthetics. 

Fig 17: Type design for 

reflective traffic cone 

Fig 18: High density traffic 

Barrier/ divider 

Source: IRC 

Traffic cones 

Rubber or flexible plastic 

Fig 19: Water filled Jerry can 


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5.3.4 Shiftable/ Moveable Divider 

Keeping in view the tidal flow pattern of Delhi traffic, where there is a wide variations in 

directional traffic flow traffic flow during morning and evening peak periods, shiftable dividers can 

provide a greater efficiency and capacity enhancement of the carriage way in the required 

direction of heavier flow, within the existing right of ways. Such dividers can be manually placed 

in the form of modular steel units or electrically/ mechanically operated systems installed under 

the road, which facilitate sinking of the dividers within the road for dividing the lanes as per the 

traffic volume requirements (Fig: 21) . 

Fig 20: Typical design of a movable central divider 

5.4 Placement / Location of Dividers 

The location and placement of dividers is important to provide at wide pedestrian corridors in 

the areas/ roads with high pedestrian traffic, in order to secure pedestrians. 

Parabolic type is suitable for congested built up area, where there is limited narrow right of 

way. Plastic fibre cones and shiftable/ moveable dividers mat be used for management of traffic 

during peak period, special occasions and tidal flow management. While wider medians/ dividers 

are recommended for newly developed areas with sufficient right of way. 


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6. Concluding Recommendations 

i. It is recommended on embankment, ramps to flyovers and interchanges and high speed 

corridors in open area. (not recommended for highly built up area with pedestrian and cycle 

traffic.) 

ii. End Treatment: It is important to provide suitable and treatment for such type of barrier in 

view of safety. The ends of this barrier must either be embedded into ground by tapering 

down or these must be embedded into the rigid parapet wall of a culvert or specially 

prepared rigid parapet fir the purpose of imbedding. 

iii. For rigid barrier, at the end compulsory left out and right out signage be placed as per IRC 

67:2001. The end of these rigid barriers may be treated with retro reflective tape or paint for 

night visibility and distant visibility. 

iv. Where considerable pedestrian traffic is expected, railing between the footpath and 

carriageway and / or on the median of the road is provided separating the vehicular and 

pedestrian traffic. 

v. It is recommended to put blinkers before the zebra crossing which should be made 

mandatory. At both signalised and unsignalised junctions the railing barrier should be 

provided for sufficient length to guide the pedestrians to the nearest planned pedestrian 

crossing. Pedestrian guard-rails in the vicinity of zebra should be of sufficient length to 

deter pedestrians from crossing the road at any arbitrary point along the road. 

vi. As the guard-rails would confine the movement of pedestrians to the footpath, it is 

obligatory that sufficient width of footpath be made available for the use of pedestrians. 

vii. It is recommended the length of the railing barrier should not be more than 200 M. The 

minimum length of railing barrier should be 50 M. RCC pedestrian guard-rails may be used 

in thickly populated area of Trans Yamuna and outer areas of Delhi, whereas mild steel/ 

steel railing/ fencing of “Tubular Section” may be used as guard-rails for pedestrians in 

busy commercial and institutional area (MCD area) to suit with the aesthetics and urban 

environment of the area. 

viii. Parabolic type is suitable for congested built up area, where there is limited narrow right of 

way. Plastic fibre cones and shiftable/ moveable dividers mat be used for management of 

traffic during peak period, special occasions and tidal flow management. While wider 

medians/ dividers are recommended for newly developed areas with sufficient right of way. 

ix. It was suggested that the new road alignment project may include detailed design of 

median / crash barriers and railings. 

The “Guidelines and Specifications for Crash Barriers, Pedestrians Railings and Dividers” 

was approved in the 20 th UTTIPEC Governing Body meeting held on 15.01.2010 

under the chairmanship of Hon’ble Lt. Governor, Delhi. 


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Members of Working Group I-B 

Chairman Sh. A.K. Bajaj –E.M. (DDA) 

Co-Chairman Sh. Ashok Kumar – Commr.(Plg.)DDA / 

Dr.S.P.Bansal, Addl.Commr.(Plg) 

Nodal Officer Sh. A.K. Jain – Advisor UTTIPEC (Former) 

Convener Sh. Sabyasachi Das, Joint Dir. (Planning) UTTIPEC-III 

1. Sh. R P Indoria Secretary – Indian Road Congress 

2. Mr. S. Gangopadhay Head (T&T) – Central Road Research Institute 

3. Sh. Sanjiv Sahai MD (DIMTS) 

4. Sh. Vijay Anand Director (Projects) – Delhi Metro Rail Corporation 

5. Sh. A.K. Sinha Nominee of Engineer-in-Chief-Public Works Department 

6. Sh. Ravi Dass Engineer-in-Chief – Municipal Corporation of Delhi 

7. Sh. Ramesh Raina Chief Engineer – New Delhi Municipal Council 

8. Engineer Member National Highway Authority of India 

9. Sh. A.K. Lahoti Chief Engineer - Northern Railways 

10. Nominated Member Ministry of Surface Transport 

11. Nominated Member Ministry of Shipping, Road Transport and Highways 

12. Sh. T.K. Malhotra President – AAUI 

13. Sh. Rohit Baluja President – Institute of Road Training Education 

14. Sh. Pavan Gupta Consultant – Institutional System Planning Centre 

Members of the Sub-Group 

1. Sh. A.K. Jain Former Advisor UTTIPEC 

2. Sh. J.B. Kshirsagar Chief Planner – Town & Country Planning Organisation 

3. Representative of E-in-Chief Public Works Department/ SE/ EE 

4. Representative of E-in-Chief Municipal Corporation of Delhi/ EE(I) & EE (Civil) 

5. Secretary General IRC/ Addl. Dir. 

6. Representative of Chief Engineer New Delhi Municipal Corporation/ Ex. Engineer 

7. Sh. G R Shiromani Chief Engineer (Design) – DDA 

8. Sh. S.N. Srivastava, Jt. Commr. Of Police (Traffic) 

9. Sh. T.K. Malhotra President – AAUI 

10. Sh. Vinod Sakle Director, (Plg) UTTIPEC, DDA 

11. Sh. Rohit Baluja President – Institute of Road Training Education 

12. Sh. Ashok Bhattacharjee Jt. Director (Plg), UTTIPEC - I 

13. Sh. Pavan Gupta Consultant – Institutional System Planning Centre 

14. Sh. Amit Madholia Consultant – UTTIPEC, DDA 

Acknowledgements 

1. Sh. Subhash Chand Sr. Scientist, CRRI 

2. Sh. P. K. Behera Jt. Director, UTTIPEC - II 

3. Sh. N. R. Aravind Dy. Director (Plg), UTTIPEC 


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References 

Delhi Development Authority (2007), Master Plan for Delhi – 2021, New Delhi. 

MoUD (2006), National Urban Transport Policy-2006 

IRC 103-1988, Guidelines for Pedestrian Facilities 

IRC 6-2000, Standard Specifications and Code of Practice for Road Bridges, Section – II 

IRC: SP: 73-2007, Manual of Standard & Specifications for Two Laning of State Highways 

Cart Wright, RM (1980), The Design of Urban Space, The Architecture Press, London 

Chiara, J.D, Lee Koppleman, Urban Planning and Design Criteria, Van Nostrand, New York. 


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Guidelines and Design Specifications For Crash Barriers ... - uttipec

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